Floatless carbureter.



M. C. BRIGHT.

FLOATLBSS GARBURETER. APPLIOATION'FILED JULY 23,1908.

Patented'May 3, 1.910.

` SHEETS-SHEET 1.

r e VME/vrai? 2 wwwa@ @Bry/Lg:

3 .3s Ary-'ys'.

m UM/15251' M. C.. BRIGHT.

FLoATLBss GARBURBTBR.

APPLICATION FILED JULY 23,1908.

Patented May 3, 1910.

2 BHBETB-BIIBET 2;

A 7' r WS;

UNITED f STATES' PATENT OFFICE..

MARTIN C.. BRIGHT, OF INDIANAPOLIS, INDIANA, ASSIGN OR 0F ONE-HALF TO CHARLES W. MEIKEL, -OF INDIANAPOLIS, INDIANA.

rLoArLEss CARBURETER. i

'Specification of Letters Patent. Applica-tion led July 23, 1908. Serial'No. 444,955.

Patented May 3, 1910.

To all whom 'it may concern."

Be it known that I, MARTIN C. BRIGHT, a;y citizenof the United States, residing at Indianapolis, in the county of Marion and State of Indiana, have invented certain new land useful Improvements in Floatless Cairbureters, of which -the following is a speciication.

i This invention relates to fioatless carbureters for explosive engines; and the object of the invention is to provide a carbureter of the above character wherein the'volume of vapor and air is at all times under positive control of the operator.

iA further object of the invention is to provide means by which the oil level` within the nozzle can. be maintained.

AA further object of the invention is to provide a carbureter wherein as the throttle 1s actuated to increase or decrease the supply of vapor, a corresponding increase or decrease in the supply of air is effected, in a positive manner. -l

I accomplish the `objects of my invention by means of a carbureter illustrated in the accom nying drawings, forming a part hereo in which Figure 1, is a central vertical section-al .view of the carburetor.

Fig. 2 is an end elevation of the construction,shown in Fig. 1, except a portion of the auxiliary reservoir being shown in section. Fig. 3V`is a top or plan view of the construction shown in Fig. 1. Fig. 4 is a fra mentary detail view in elevation ofthe car n'reter as seen from the line 4 4 in Fig. 2. F ig-5 is a central vertical sectional view, on an "enlarged scale, of the upper end of the spraying valve. Fig. 6 is a side elevation of the cam lever for operating the several partsof the carbureter. Fig. 7 is a side elevation of the cam-shaft.

Fig. 8 is a cross section of the carburetor on the line 8 8 in Fig. 3. Fig. 9 is a cross section on the line 9 9 in Fig. 1.

.In the drawings, 1 constitutes the casting which forms the body of the carbureter, said body being provided with a primary air intake 2. This 'intake is provided with a throttle valve 3 by which the intake of air may be regulated. The primary intake 2 l supplies the air when the engine is started,

or running at low speed, and the valve 3 is under control of the actnatin -rod 4 mounted exteriorly of the body l o the carburetor -as shown in Fig. 4 of the.' drawings. 'The actuating-rod-4 engages a slotted crank 5 which is secured to the valve shaft 6, carrying the throttle valve 3. It 4will be noted that the actuating-rod 4 moves in a determined plane through ,a pair of lugs 7, formed on the side of the carbureter body, and thelever 5 is slotted to permit said lever to'move through its proper are. The upper end of the actuating-rod 4 is rovided with an antifriction roller4 8 which bears against the lower surfaceof the rocker arm 9. The actuating-rod 4V is formed in two arts and the adjacent members are provid with right and left hand threads. to receive a. turn buckle 12, whereby the length of the actuatingrod may be increased or decreased to prevent unnecessary" play between the rocker arm 9 and the valve shaft 6. The rocker arm 9 is actuated by means of the cam 15,

mountedon the shaft 16, and said cam is provided with an integrally formed lever 17. The throttle lever 18, whichextends to the operators seat, -is attached to the free 'end of the lever 17, so that when said throttle level` 18 is moved in the direction indicated by the arrow in Fig. 4, the rocker arm 9 wilibc depressed as will the actuating-rod 4, thereby causing the throttle valve 3 to/be moved into aninclined'.l position, to provide an opening for the passage. of air throu h the primary air intake 2. When the throttIe lever 18 is returned to normal position, the rocker arm 9 and the actuating-rod 4 with its depending mechanism is elevated, orreturned to their normal positions, by means of a spring 20. With the actuation of the throttle lever 18 which, as heretofore mentioned, actuates the valve 3 for the admission ofV air to the carbu-feter, the valve 27 for admitting the gasolene is also actuated.

The carburetor is provided with an aux` iliary reservoir 25 into which the oil is fed throu h a coupling 26 from the main oil tanknot-shown which is located at a convenient point within the frame-work' (not shown) around the engine, by -means of an of the uslial and well known pumps.

'needle valve 27 engages the upper end of the coupling 26 and the upper end of the valve-stem 27 is provided with threads to receive a thumb nut 29.` The valve-stem is actuated by the enga ement of the rocker arm 9 underneath the t umb nut 2f) and the sis throw of the needle valve 27 may be varied by moving the thumb nut 29 up or down on the valve-stem, which will increase or decrease the throw of said valve. It may here be mentioned that when the valve-stem 27 1s raised the oil is prevented from flowing back through the coupling 26 by the action of the pump that is forcing the oil from the main Aover the conical end of the needle valve 38 is drawn out through the laterally extending holes 4() into the circumferentially extending channel 1 on the periphery of the tube 36. The upper end of the tube 36 snugly fits the interior wall of a nipple 42, so that when the oil is drawn out throfhghthe holes 40 it strikes the interior wall of the nipple 42,

' thence is deflectedbackward upon the tubel V36, bythe contracted end of the nipple 42,.

o that the oil is broken into vapor which is rawn upwardly through the outlet port 46 by the suctionof the engine, To maintain a uniform.column of oil within the tube 36 and the reservoir 25, I provide the overflow opening 90, to which a suitable pipe isl attached for returning the surplus oil `to the main reservoir. 4

lVith the actuation of the cam 15 itsl supporting shaft 16 is also moved to open the throttle lt8 Vin the outlet port 46. The shaft 16, carrying the throttle valve 48,' is provided on one end with a lever 50, which' pivotally engages the lever 51, and the latter lever engages a cam-shaft 52 which extends transversely through the outlet port- 46.

.ofi' rod 55.

The shaft 52 is rovided with a Central bend to form a cam see Fig. 7) which rests upon the upper end of a vertically disposed cut- The rod 55 operates through a spider 56 and is provided on its-lower end with a cap 57. The cap 57 slips downwardly over the upper end of the tube 36 and is provided on its outer and lower end with a beveled edge. When the throttle lever 18 operated to open the valves 3 and 48, through the cam 15 shaft 16, the actuatingrod 4 and shaft 6, the ytransverse shaft 521s actuated, .the rod 55 is depressed, which moves the beveled ed e ofthe cap 57 toward the contracted end o the nipple 42, thereby 'decreasing the spraying qualities of the nozzle formed bythe tube 36, nipple 42 and the valve-stem 38. The flow of vapor under nrxn to the engine must, necessarily, be regulated, for, when the vengine is started and running slowly the end of the nozzle must he open so that suilicient vapor can easily be drawn therethrough; whereas when the engine is running rapidly the orifice of the nozzle' must be reduced in size, otherwise an excess of vapor is needlessly. drawn -into the engine without producing a relative amount of energy. When the cut-ott' rod 55 released by the reverse movement of the shaft 52, the; rod 55 is elevated by means of a spring 60.

It willbe noted bythe foregoing description that when the throttle lever 18 is operated, the cam "1,5, throttle valve 3. in the p rimary airintake 2 and the needle valve 27 :in the auxiliary reservoir-'25 are all actuated, whereby the supply of oil and air are-admitted in their .proper proportions to the carbureter to effect .complete ignitionof the Vaporupon which to start the engine. As the speed of the engine increases,` a correspon ing' increased vacuum results within the mixlng chamber, caused by the inadequate supply of air available through the primary air 1ntake2.` The deficiency in the. supply of'air is overcome bythe opening ot' the valve 73 in thel secondary lntake 70. The. valve 73 rides uponpthe shaft 76 and is held so as to normally close the mouth of the secondary intake 70, by means of the spring 75. The lower end of 'this sprinef -rests u on the sleeve 77 which is threade upon. t e-lower end of the shaft 76. The sleeve 77 has longitudinal movement through the spider 78, but is prevented from turning in sa1d spider by means of the longitudinal rib. See Fig. 9. This construction enables the sleeve'77 tomove upwardly on the shaft against the cap 74. lVhen the spring is conn pressed tol secure the desired pressure upon the valve 73 by turning the shaft 76, this adjustment ispermanent. `The tension of the s ring 75 1s such, when properly adjuste ,as to prevent the valve from opening l a conditions, `by a vacuum created witliin the carbureter., The tension of Vthe spring 75 against the valve-73 may be 'reduced however by the will of the operator,

-mon knowledge that the air supply must be increased when the'speed of the yengine is esaeea movement ofthe lever 18, and When but .slightly moved will enable the engine to start and continue to run-at low speed. The cam 80 which supports the shaft 76 is also actuated by means of the cam 15, by which the valves 27, and 3 are actuated, but the movement is delayed somewhat for the reason that the cam 80 relaxes the tension of the valve 73 and permits same to be 1 ore easily operated, which occurs at a timeW ien the engine has reached a certain speed. To accomplish this delay in movement of the cam 80, the latter is mounted u on a transverse shaft 69 Which is actuate by the cam 15 through the connecting levers 65 and 68. A slotted connection is formed between these levers, thereby ermitting the cam 15, valves d?, 48 and 3 to e moved to a predetermined position before the cam 8O is actuated to efl'ect the release of the valve 73.

l Fig. 6 illustrates the construction of the cam 15. As the cam is positively attached to the shaft 1G its center cannot conveniently be changed, but to increase or decrease its radius, I provide a band 95 'which extends partly around the periphery of the cam to which it is pivoted at 96. The other end of the band 95 is provided with a slot 97' through which a set-screvv 98 passes, and by loosening the said screw the band 95 may be moved to or from the axis of the cam, thereby increasing or decreasing its throwing qualities.

Having thus fully described my invention, ivhat 1 desire to secure by Letters lPatent, is

1. A carhureter of the above specified class comprising a body portion provided with a primary and secondary air intake and a gas outlet port, an auxiliary oil reservoir arranged adjacent to said body, a valve to admit oil to said reservoir, an oil spray ing valve communicating with said oil reservoir, means adapted to maintain a uniform oil level Within said oil reservoir,l a throttle valve Within both the primary and secondary air intakes, means for applying tension on the valve in the secondary air intake, a

throttle valve Within the gas outlet port,

and a single means for imparting synchron- 'ical movement'to actuate the aforesaid oil admission valve, the valve in the primary air intake, the valve in the said gas outlet port, and to relax the tension on the valve in the secondary air intake.

Q. A carburetor of the above specified class comprising a body portion provided with a primary and secondary air intake and a gas outlet port, an auxiliary oil reservoir arranged adjacent to said body, a valve to admit oil to said reservoir, an oil spraying valve communicating with said oil reservoir, means adapted to maintain a uniform oil level within said oil reservoir, a throttle valve Within both the primary and secondary air intakes, means for applying tension on the valve in the secondary air intake, a throttle valve Within the gas outlet port, and means for imparting synchronical movement to actuate the aforesaid oil admission valve; the valve in the primary air intake; the valve in said gas outlet port, and to relax the tension on the valve in the secondary air intake.

3. A carbureter of the above specified class comprising a body portion provided with a primary and secondary air intake and gas outlet port, an auxiliary oil reservoir arranged adjacent to said body, a lvalve to admit oil to said reservoir, means to normally hold said valve in closed position, an oil spraying valve communicating With said oil reservoir, means ada ted to maintain a uniform oil level Within said oil reservoir, a throttle valve in the primary air intake, a throttle valve withinthe secondary air intake, means for imparting tension on the valve in the secondary air intake, a throttle valve within the gas outlet port, and a single operating means adapted to impart synchronical movement to actuate the aforesaid oil admission valve; the valve in lthe primary air intake; the valve in the gas outlet port; and to relax the pressure on the valve in the secondaryair intake.

4. A lcarburetor of the above specified class comprising a body portion provided Wi h a primary and a secondary air intake and a gas outlet port, an auxiliary oil reservoir arranged adjacent to said body, an oil.

`class comprising a body portion'provided with a primary and a secondary air intake and a gas outlet port, an auxiliary oil reservoir arranged adjacent to said body, an oil spraying valve communicating with said oil reservoir, means adapted to maintain a uniform oil level within said oil reservoir, a throttle valve arranged Within, both the primary and secondaryair intakes, means for imparting tension -on the valve in the sec- @auen ondary air intake, a single operating means my hand and seal at Indianapolis, Indiana, adapted to impart synchronical movement to this, 11th day of July, A. D. one thousand actuate the valve in the primary 'air intake, nine hundred and eight.

and to relax the pressure on the valve in the MARTIN C. BRIGHT, [11. a]

A5 secondary air intake, and means adapted to Witnesses:

return said throttle valves to normal. WOERNnn,

In Witness whereof, I have hereunto set L. B. WOERNER. 

